Efforts by Atlantic Canadian jurisdictions to grow the economy might be better appreciated if we could understand the link between key indicators — such as railways and resource industries.

Time causes us to forget the pattern of decline in both.

The Sydney and Louisbourg (S&L) Railway was solidly anchored in the steel and coal industries, and their affiliated activities. The Newfoundland Railway ended shortly after the completion of the Trans-Canada Highway in that province in the late 1960s.

We also recall the termination of passenger service from Sydney to Truro — a further decline of CN's presence in the Atlantic region. The Dominion Atlantic Railway, which operated in the western part of Nova Scotia, gradually shrank into oblivion.

Actions by smaller operators have delayed the expiration of some lines, such as the Cape Breton and Central Nova Scotia Railway — a line sustained in part by government subsidy. The former Canadian Pacific line connecting Saint John, N.B., Montreal and Bangor, Me., is now operated by Irving interests.

Also, note the abandonment or mothballing of a number of spur or smaller branch lines; for example, the service that was provided by the Minto, N.B., coal operation and feeder system to the now closed Dalhousie, N.B., thermal plant.

The loss of rail service over the past four or five decades has been gradual and relatively low-key.

However, the comparable decline in resource-based industries begs the question: Were there instances in which planned reduction in local rail service triggered hardship for local producers, or were the situations reversed?

For example, northern New Brunswick has experienced significant rationalization in its lumber and pulp sectors over the past two decades. There was also a large mining operation at Belledune, N.B., now about to close.

Rail service has been a key part of New Brunswick's economy for much of its history, but within the past year, lumber and wood producers have expressed concern over the unavailability of rail cars to continue shipping their products.

We must adapt to change. Seldom are we in a position to manage shifts in life patterns. But we can try to understand the process.

Admittedly, the broad transportation sector has experienced significant deregulation within the past three decades. But gradualism is at work. The unfolding pattern of decline in rail transport and servicing should be of concern.

Rail manufacturing was once a core business for the Sydney steel plant, which closed two decades ago. And the Trenton car works closed after struggling for a quarter-century.

The most recent example of railway decline in Atlantic Canada is the announced receivership of the former CN Rail repair and service shop in Moncton.

Despite worries about the loss of rail service, there appears to be little serious review of the current and future state of railways in the Atlantic region, and the implications of future development prospects.

Railbed maintenance is of particular concern. The recent partial collapse of the CP rail bridge in Calgary is a case in point. Without going into the story of the nasty battle for control of CP Rail, the thinking is that the new owners and management, in the interest of the bottom line, sacrificed investment in bridge and track maintenance.

In the Atlantic region, it's assumed that secure rail transport will continue to be available.

But some development prospects are speculative, such as mines in Donkin and Gays River in Colchester County, container terminals in Sydney and at the Strait of Canso, and the expansion of potash mining in New Brunswick.

Rail passenger service in the Maritimes may be all but dead, but the future availability of good rail infrastructure is essential.

In an age when long-haul truck drivers are a scarce resource, the question is: Whatever happened to the idea of piggybacking truck trailers on flatbed rail?

We may already be late for a thorough review of the Atlantic Canadian rail system. It would be helpful to hear from the University of New Brunswick, which is traditionally a repository of expertise on transportation matters. The federal government, within its jurisdictional right, should initiate such a review.

Pat Bates of Sydney worked for 17 years for the Irving group of companies in the Maritimes, and 20 years with various federal economic development agencies, including five years as vice-president of Enterprise Cape Breton Corp. These days, his work is largely with charitable and non-profit community initiatives.